Systems and methods for supplying power in a hybrid vehicle using capacitors, a battery and one or more DC/DC converters

ABSTRACT

A system for discharging or charging a capacitor of a hybrid vehicle according to the present disclosure includes a target state of charge (SOC) module and a capacitor charge/discharge module. The target SOC module determines a target state of charge of the capacitor based on a speed of the vehicle. The capacitor charge/discharge module determines whether a state of charge of a capacitor is greater than a target state of charge. The capacitor charge/discharge module dissipates power from the capacitor to at least one of a battery of the vehicle and an electrical load of the vehicle when the state of charge of the capacitor is greater than the target state of charge.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure is a divisional of U.S. patent application Ser.No. 15/434,765 filed on Feb. 16, 2017, which claims the benefit of U.S.Provisional Application No. 62/336,056, filed on May 13, 2016, U.S.Provisional Application No. 62/302,372, filed on Mar. 2, 2016, and U.S.Provisional Application No. 62/302,386, filed on Mar. 2, 2016. Theentire disclosure of each of the above applications is incorporatedherein by reference.

This application is related to U.S. application Ser. No. 15/208,112,filed on Jul. 2, 2016, and U.S. application Ser. No. 15/208,143, filedon Jul. 12, 2016. The entire disclosure of each of the aboveapplications is incorporated herein by reference.

FIELD

The present disclosure relates to hybrid vehicles and more particularlyto systems and methods for supplying power in a hybrid vehicle usingcapacitors, a battery and one or more DC/DC converters.

BACKGROUND

The background description provided here is for the purpose of generallypresenting the context of the disclosure. Work of the presently namedinventors, to the extent it is described in this background section, aswell as aspects of the description that may not otherwise qualify asprior art at the time of filing, are neither expressly nor impliedlyadmitted as prior art against the present disclosure.

Hybrid vehicles typically use a powertrain system including an engine, astop-start or mild hybrid system including a starter/generator and/orone or more electric motors for propelling the vehicle. Duringoperation, current is supplied to start the engine, to supply loadsconnected to a vehicle power bus, to restart the engine, to drive theelectric motors or starter generator to move the vehicle and/or torecharge the batteries. For example in some mild hybrids, the electricmotors or starter generator drive the vehicle for brief periods such as1-2 seconds during restarts to eliminate engine hesitation as the enginecranks, starts and reaches idle or other engine speed (hereinafterreferred to as e-boost). As a result, significant engineering effort hasbeen invested to improve the battery systems of hybrid vehicles to meetthe increasing current loads.

The automotive industry has also proposed using batteries operating athigher voltage levels such as 24V, 36V and 48V and/or systemsincorporating supercapacitors or ultracapacitors. However, these systemsare fairly complex since they still need to operate with legacy 12Vvehicle systems and components.

Some vehicle battery systems include a 12V battery in addition to ahigher voltage battery, a supercapacitor or an ultracapacitor. However,these systems require a full capacity 12V battery, such as 100 Ah, inaddition to the higher voltage battery, supercapacitor orultracapacitor.

SUMMARY

The present disclosure describes a system for controlling connectionsbetween a battery of a hybrid vehicle and at least one of a capacitor ofthe vehicle and electrical loads of the vehicle, where the electricalloads include essential loads and nonessential loads. The systemincludes a battery monitoring module and a battery protection module.The battery monitoring module determines the state of charge of thebattery. The battery protection module monitors the state of charge ofthe battery when the vehicle is off. The battery protection moduledisconnects the nonessential loads from the battery while maintaining aconnection between the essential loads and the battery when the state ofcharge of the battery is less than a first state of charge threshold.

In one aspect, the battery protection module reconnects the nonessentialloads to the battery when an engine start is likely to occur within apredetermined period.

In another aspect, the system further includes a capacitorcharge/discharge. The capacitor charge/discharge module determineswhether a state of charge of a capacitor of the vehicle is greater thana capacitor state of charge threshold. The capacitor charge/dischargemodule charges the capacitor using power from the battery when an enginestart is likely to occur and the state of charge of the capacitor isless than the capacitor state of charge threshold.

In another aspect, the battery protection module disconnects thenonessential loads from the battery for a second time when the enginestart does not occur within a predetermined period after thenonessential loads are reconnected to the battery.

In another aspect, the essential loads are associated with at least oneof vehicle power management, vehicle access, and vehicle starting.

In other aspects, the battery protection module determines whether thestate of charge of the battery is less than a second state of chargethreshold, where the second state of charge threshold is less than thefirst state of charge threshold. The battery protection module sends amessage to an owner of the vehicle to request an engine start when thestate of charge of the battery is less than the second state of chargethreshold.

In other aspects, the system further includes a DC/DC converter and adisconnect circuit. The DC/DC converter controls flow of current betweenthe battery, the capacitor, and at least one of a starter of the vehicleand a generator of the vehicle. The disconnect circuit disconnects thenonessential loads and the DC/DC converter from the battery based on asignal sent by the battery protection module.

In another aspect, the disconnect circuit includes a bi-stable relay.

In another aspect, the disconnect circuit includes P-channel MOSFETs andN-channel MOSFETs that are connected in series.

In another aspect, the system further comprises a diode that allowscurrent flow in a first direction from the battery to the essentialloads and prevents current flow in a second direction that is oppositeof the first direction.

The present disclosure also describes a system for discharging orcharging a capacitor of a hybrid vehicle. The system includes a targetstate of charge (SOC) module and a capacitor charge/discharge module.The target SOC module determines a target state of charge of thecapacitor based on a speed of the vehicle. The capacitorcharge/discharge module determines whether a state of charge of acapacitor is greater than a target state of charge. The capacitorcharge/discharge module dissipates power from the capacitor to at leastone of a battery of the vehicle and an electrical load of the vehiclewhen the state of charge of the capacitor is greater than the targetstate of charge.

In one aspect, the electrical load includes a thermal electric device.

In another aspect, the target SOC module determines the target state ofcharge further based on a ratio of an amount of friction braking used inthe vehicle relative to an amount of regenerative braking used in thevehicle.

In other aspects, the system further includes a DC/DC boost converterand a DC/DC buck converter that are connected between the battery, thecapacitor, and at least one of a starter of the vehicle and a generatorof the vehicle. The capacitor charge/discharge module disables the DC/DCboost converter and enables the DC/DC buck converter to discharge thecapacitor.

In other aspects, the capacitor charge/discharge module determineswhether the state of charge of the capacitor is within a predeterminedrange of the target state of charge. The capacitor charge/dischargemodule dissipates power from the capacitor to at least one of thebattery and the load when the state of charge of the capacitor isgreater than the target state of charge and outside of the predeterminedrange.

In another aspect, the capacitor charge/discharge module charges thecapacitor using power from at least one of a battery of the vehicle anda generator of the vehicle when the state of charge of the capacitor isless than the target state of charge and outside of the predeterminedrange.

In other aspects, the system further includes a DC/DC boost converterand a DC/DC buck converter that are connected between the battery, thecapacitor, and at least one of a starter of the vehicle and thegenerator of the vehicle. The capacitor charge/discharge module enablesthe DC/DC boost converter and disables the DC/DC buck converter tocharge the capacitor.

The present disclosure describes another system for discharging orcharging a capacitor of a hybrid vehicle. The system includes acapacitor monitoring module and a capacitor charge/discharge module. Thecapacitor monitoring module monitors a state of charge of a capacitor.The capacitor charge/discharge module determines whether the state ofcharge of the capacitor is less than a capacitor state of chargethreshold. The capacitor state of charge threshold is based on an amountof power that the capacitor supplies to at least one of a starter of thevehicle and a generator of the vehicle during cranking of the engine.The capacitor charge/discharge module charges the capacitor using powerfrom at least one of a battery of the vehicle and the generator of thevehicle when the state of charge of the capacitor is less than thecapacitor state of charge threshold.

In one aspect, the capacitor charge/discharge module determines whetherthe state of charge of the capacitor is less than the capacitor state ofcharge threshold in response to a vehicle start request.

In other aspects, the system further includes a DC/DC boost converterand a DC/DC buck converter that are connected between the battery, thecapacitor, and at least one of the starter and the generator. Thecapacitor charge/discharge module enables the DC/DC boost converter anddisables the DC/DC buck converter to charge the capacitor.

In another aspect, the capacitor charge/discharge module determineswhether the state of charge of the capacitor is less than the capacitorstate of charge threshold in response to an engine stop request.

The present disclosure also describes a method for controllingconnections between a battery of a hybrid vehicle and at least one of acapacitor of the vehicle and electrical loads of the vehicle, where theelectrical loads include essential loads and nonessential loads. Themethod includes monitoring a state of charge of the battery when thevehicle is off and determining whether the state of charge of thebattery is less than a first state of charge threshold. The methodfurther includes disconnecting the nonessential loads from the batterywhile maintaining a connection between the essential loads and thebattery when the state of charge of the battery is less than the firststate of charge threshold.

In other aspects, the method further includes determining whether anengine start is likely to occur, and reconnecting the nonessential loadsto the battery when an engine start is likely to occur within apredetermined period.

In other aspects, the method further includes determining whether astate of charge of a capacitor of the vehicle is greater than acapacitor state of charge threshold, and charging the capacitor usingpower from the battery when an engine start is likely to occur and thestate of charge of the capacitor is less than the capacitor state ofcharge threshold.

In another aspect, the method further includes disconnecting thenonessential loads from the battery for a second time when the enginestart does not occur within a predetermined period after thenonessential loads are reconnected to the battery.

In another aspect, the essential loads are associated with at least oneof vehicle power management, vehicle access, and vehicle starting.

In other aspects, the method further includes determining whether thestate of charge of the battery is less than a second state of chargethreshold, and sending a message to an owner of the vehicle to requestan engine start when the state of charge of the battery is less than thesecond state of charge threshold. The second state of charge thresholdis less than the first state of charge threshold.

The present disclosure also describes a method for discharging orcharging a capacitor of a hybrid vehicle. The method includesdetermining a target state of charge of the capacitor based on a speedof the vehicle, and determining whether a state of charge of a capacitoris greater than a target state of charge. The method further includesdissipating power from the capacitor to at least one of a battery of thevehicle and an electrical load of the vehicle when the state of chargeof the capacitor is greater than the target state of charge.

In one aspect, the electrical load includes a thermal electric device.

In another aspect, the method further includes determining the targetstate of charge further based on a ratio of an amount of frictionbraking used in the vehicle relative to an amount of regenerativebraking used in the vehicle.

In other aspects, the method further includes determining whether thestate of charge of the capacitor is within a predetermined range of thetarget state of charge, and dissipating power from the capacitor to atleast one of the battery and the load when the state of charge of thecapacitor is greater than the target state of charge and outside of thepredetermined range.

In another aspect, the method further includes charging the capacitorusing power from at least one of a battery of the vehicle and agenerator of the vehicle when the state of charge of the capacitor isless than the target state of charge and outside of the predeterminedrange.

The present disclosure also describes a method for charging at least oneof a capacitor of a hybrid vehicle and a battery of the vehicle. Themethod includes determining a capacitor state of charge threshold basedon an amount of power that the capacitor supplies to at least one of astarter of the vehicle and a generator of the vehicle during cranking ofan engine of the vehicle. The method further includes determiningwhether a state of charge of the capacitor is less than the capacitorstate of charge threshold, and charging the capacitor using power fromat least one of a battery of the vehicle and the generator of thevehicle when the state of charge of the capacitor is less than thecapacitor state of charge threshold.

In one aspect, the method further includes determining whether the stateof charge of the capacitor is less than the capacitor state of chargethreshold in response to a vehicle start request.

In other aspects, the method further includes disabling an engine startwhen the state of charge of the capacitor is less than the capacitorstate of charge threshold, and enabling the engine start when the stateof charge of the capacitor is greater than or equal to the capacitorstate of charge threshold.

In another aspect, the method further includes determining whether thestate of charge of the capacitor is less than the capacitor state ofcharge threshold in response to an engine stop request.

In other aspects, the method further includes determining whether astate of charge of the battery is less than a battery state of chargethreshold, and disabling an engine stop when the state of charge of thebattery is less than the battery state of charge threshold.

In another aspect, the method further includes activating the generatorand charging the battery and the capacitor when the state of charge ofthe battery is less than the battery state of charge threshold.

In other aspects, the method further includes determining whether astate of charge of the battery is less than a battery state of chargethreshold and, when the battery is less than a battery state of chargethreshold, outputting an engine start request command to an enginecontroller in order to charge the battery.

In other aspects, the method further includes determining whetherincreasing generator load increases system efficiency based on vehicleoperating conditions, and operating a generator to recharge at least oneof the capacitor and the battery when increasing generator loadincreases system efficiency.

Further areas of applicability of the present disclosure will becomeapparent from the detailed description, the claims and the drawings. Thedetailed description and specific examples are intended for purposes ofillustration only and are not intended to limit the scope of thedisclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a functional block diagram of an example of a power managementsystem for supplying power from and recharging of a battery and acapacitor according to the present disclosure;

FIG. 2 is a more detailed functional block diagram of an example of apower management module in FIG. 1;

FIG. 3 is a cross-sectional view of an integrated battery and capacitorassembly with heating and cooling capability according to the presentdisclosure;

FIG. 4 is a flowchart illustrating an example of a method fordetermining engine start and run commands according to the presentdisclosure;

FIG. 5 is a flowchart illustrating an example of a method fordetermining when to operate a generator to recharge a capacitor orbattery according to the present disclosure;

FIG. 6 is a flowchart illustrating an example of a method for chargingor discharging the capacitor according to the present disclosure;

FIGS. 7A and 7B are graphs illustrating examples of capacitor target SOCas a function of vehicle speed according to the present disclosure;

FIG. 8A illustrates an example of a protection circuit according to thepresent disclosure;

FIG. 8B illustrates an example of a disconnect circuit according to thepresent disclosure;

FIG. 9 is a flowchart of an example of a method for disconnectingvehicle loads when the vehicle is parked for longer periods without theengine running;

FIG. 10 is a flowchart of another example of a method for disconnectingvehicle loads when the vehicle is parked for longer periods without theengine running;

FIG. 11 is a flowchart of an example of a method for charging thecapacitor in response to a vehicle start request;

FIG. 12 is a flowchart of an example of a method for discharging thecapacitor by charging the battery or supplying power to the TEDs basedon vehicle speed; and

FIGS. 13 and 14 are flowcharts of examples of methods for charging thecapacitor in response to an engine stop during an engine stop/restartevent.

In the drawings, reference numbers may be reused to identify similarand/or identical elements.

DETAILED DESCRIPTION

In systems and methods for supplying power in a hybrid vehicle accordingto the present disclosure, higher current loads that occur duringstarting or e-boost events are predominantly supplied by capacitors suchas supercapacitors or ultracapacitors. Current is also supplied by abattery at a limited and controlled rate during these events. As aresult, the capacity and physical size of the battery can besubstantially reduced while keeping the discharge rate (or C-rate) ofthe battery to a reasonable level.

In conventional battery systems, cranking after a “key-on” event issolely supported by the battery. As a result, the battery needs to havea sufficient capacity and discharge rate to handle the load. Thedischarge rate or C-rating is defined as a ratio of current/capacity.For example, a first battery can supply 850A and has a capacity of 100Ah (C-rate of 850 A/100 Ah=8.5). In contrast, a second battery cansupply 850A and has a capacity of 17 Ah (C-rate of 850 A/17 Ah=50).While both batteries supply the same amount of current, the secondbattery will have a significantly shorter battery life than the firstbattery in similar applications. In other words, the C-rate of thebattery directly affects battery life and higher C-rates correspond toshorter battery life.

Unlike other hybrid battery topologies, the battery used in the powermanagement system according to the present disclosure does notindependently support key-on engine starting. The main function of thebattery is to directly support vehicle loads such as boardnet loads. Thebattery also supplies controlled and limited current flow to indirectlysupport key-on engine starts and hybrid drive cycle events such asengine re-starting and/or electric boost. The battery is also used torecharge the capacitor after cranking.

Current supplied during regenerative/engine braking is used to rechargethe capacitor rather than the battery. Power from the capacitor is fedto the battery at a limited and controlled rate over time, which reducesbattery peak charge loads. In the systems and methods described herein,battery requirements are driven by energy rather than voltage drop atcranking amps, which allows a smaller capacity battery to be used.

The present disclosure can also be configured to support pulse-typevehicle loads, such as electric turbo systems or electric activesuspension systems, by selectively supplying current from the capacitorvia the starter/generator controller or the AC/DC converter. Having thecapacitor supply the pulse-type vehicle loads improves battery life andminimizes the requirements, size and cost of the battery.

However, power stored in the capacitor tends to dissipate as a functionof time. Therefore, the capacitor may need to be recharged after thevehicle is sitting for long periods without the engine running. As aresult, the capacitor needs to be recharged by the batteries prior to anengine starting event. In some of the examples described below, thepower management system predicts engine start or engine restart (afteran engine stop/restart event) based on one or more sensed vehicleparameters and initiates recharging of the capacitor as soon as possibleto reduce or eliminate delay once the driver or engine controllerinitiates engine start or restart.

In addition, the power management system improves efficiency by movingstored power from the capacitor to the battery or vehicle loads such asthe TEDs prior to regeneration events. As a result, the power producedduring the regenerative braking events can be used to charge thecapacitor. In some examples, the power management system determines atarget capacitor SOC based on a function of vehicle speed. In someexamples, the target capacitor SOC is based in part on the amount ofpower that can be absorbed by the capacitor when a regeneration eventoccurs at the vehicle speed.

During engine stop/restart events, the power management module initiatesrecharging of the capacitor (if needed) after the engine stop eventoccurs and prior to restart.

In some examples, the power management system also disconnectsnonessential vehicle loads when the vehicle is not started during longerperiods of time. When the power management module predicts that anengine start may occur soon, the power management module reconnects thepreviously disconnected loads and recharges the capacitor if needed toprepare for the engine start event.

The specifications of the battery can be varied based on the severity ofthe hybrid drive cycle and pulse-type boardnet loads that are expectedfor a given application. In general, the battery requirements, size andcost will be lower than hybrid topologies where the battery directly orsubstantially contributes to the hybrid drive cycle.

The packaging cost of the battery and wiring are greatly reduced thoughintegration of the battery into an integrated battery and capacitorassembly. Additional operating details of the integrated battery andcapacitor system can be found in U.S. Provisional Application No.62/302,372, filed on Mar. 2, 2016. Additional packaging details of theintegrated battery and capacitor assembly can be found in U.S.Provisional Application No. 62/302,386, filed on Mar. 2, 2016.

Referring now to FIG. 1, a power management system 100 for controllingthe supply of power from and recharging of a battery 108 and a capacitor110 is shown. In some examples, the battery includes a 12 V batteryincluding multiple battery cells connected in series and/or parallel topositive and negative battery terminals. In some examples, the batterycells are made using lithium iron phosphate (LiFePO₄) chemistry. Inother examples, the battery cells are made using lithium titanate(Li₄Ti₅O₁₂) (LTO) chemistry, or any other lithium ion chemistry. In someexamples, the battery 108 includes pouch cells arranged in a 4sNpconfiguration. VDA style can cells could also be used. In some examples,the battery 108 provides 12.8 V nominal (8.0V to 14.4 V) and has acapacity of 20 Ah/256 Wh. In other examples, the battery has a capacityless than or equal to 20 Ah and a C-rate less than or equal to 6.

In some examples, the capacitor 110 includes multiple capacitor cellsconnected in series and/or parallel to positive and negative capacitorterminals. In some examples, the capacitor 110 includes supercapacitorsor ultracapacitors. In some examples, the capacitor 110 provides 12V,24V, 36V, or 48V nominal (0-54 V). In some examples, a pouch cell formatis used for capacitor cells in the capacitor. In other examples, a VDAcan cell format is used for capacitor cells in the capacitor. In someexamples, the capacitors are connected in an 18sNp configuration andhave a capacity of 0.6 Ah (30 Wh).

A power management module 112 controls the supply of power from andrecharging of the battery 108 and the capacitor 110. The powermanagement module 112 may communicate over a vehicle data bus 114 withother vehicle controllers and/or with components of the power managementsystem 100. The power management module 112 may transmit data such asstate of charge (SOC) and state of health (SOH) for the battery 108 andthe capacitor 110 to other vehicle controllers. In some examples, thevehicle data bus 114 includes a CAN bus, although other data bus typescan be used. In some examples, the power management module 112 receivesinformation such as key-on events, vehicle speed, drive mode events,engine oil temperature, regeneration events, e-boost events or othercontrol information from other vehicle controllers. Vehicle speed may beindicative of a future regeneration event. Engine oil temperature may beindicative of engine load during cranking. The power management module112 may adjust operation of the power management system 100 based onthese signals.

In some operating modes, the power management module 112 also controlsthe supply of current to a vehicle power bus 102 and vehicle loads 104such as boardnet loads. The power management module 112 receives batteryoperating parameters from one or more sensors 128 such as temperaturesensors 130 and/or voltage sensors 132. In some examples, thetemperature sensors 130 and the voltage sensors 132 monitor temperaturesand voltages at the battery cell level. The power management module 112also receives capacitor operating parameters from sensors 134 such astemperature sensors 136 and/or voltage sensors 138. In some examples,the temperature sensors 136 and the voltage sensors 138 monitortemperatures and voltages at the capacitor cell level.

Temperature control of the battery 108 and/or the capacitor 110 may beprovided by thermoelectric devices (TEDs) 140 and 142, respectively. ATED driver circuit 146 controls to the TEDs 140 and 142. The powermanagement module 112 selectively actuates the TED driver circuit 146 asneeded to control the temperature of the battery 108 and the capacitor110. In some examples, the TEDs 140 and/or 142 include one or moreheating/cooling zones that allow individual and independent temperaturecontrol of one or more battery cells or capacitor cells.

A current detector circuit 150 detects current supplied by the batteryor supplied to the battery during recharging. The current detectorcircuit 150 may be arranged between a negative terminal of the battery108 and chassis ground 152. A current detector circuit 156 detectscurrent supplied by the capacitor 110 or supplied to the capacitor 110during recharging. The current detector circuit 156 may be arrangedbetween a negative terminal of the capacitor 110 and the chassis ground152. The current detector circuits 150 and 156 provide sensed batterycurrent and capacitive current values, respectively, to the powermanagement module 112.

A protection circuit 160 may be arranged between a positive terminal ofthe battery 108 and loads such as the vehicle power bus 102. Theprotection circuit 160 monitors a voltage output of the battery andprovides a voltage value to the power management module 112. Theprotection circuit 160 protects the battery from overcharging when oneor more cells are at or above a voltage limit of the battery cell.Another function of the protection circuit 160 is to protect the batteryfrom excessive current. If an over voltage condition is detected, thebattery 108 may be disconnected or other actions may be taken. Forexample, excessive voltage or current may occur during charging with anexternal charger.

In some examples, the power management module 112 performs batterymanagement including cell voltage measurement, cell balancing,temperature measurement, current limits calculations, state of charge(SOC) estimation and/or state of health (SOH) estimation based on themeasured battery parameters. In some examples, the power managementmodule 112 also performs capacitor management including cell voltagemeasurement, cell balancing, temperature measurement, current limitscalculations, SOC estimation and/or SOH estimation based on measuredcapacitor parameters.

A DC/DC converter 161 may be provided to control flow of the currentbetween the battery 108, the capacitor 110 and/or a starter/generator174. In some examples, the DC/DC converter 161 includes a DC/DC boostconverter 162 and a DC/DC buck converter 164 that are connected betweenthe battery 108, the capacitor 110 and the starter/generator 174. Insome examples, the DC/DC boost converter 162 has an input range of 8V to16V and a current input range of 0-100 Amps. In some examples, the DC/DCboost converter 162 has an output range of 24V to 54V and a currentoutput range of 0-67 Amps.

In some examples, the DC/DC buck converter 164 has an input range of 24Vto 54V and a current input range of 0-53 Amps. In some examples, theDC/DC buck converter 164 has an output range of 8V to 16V and a currentoutput range of 0-80 Amps. As can be appreciated, the ratings of theDC/DC boost converter 162 and the DC/DC buck converter 164 will vary fordifferent applications.

A starter/generator controller 170 is connected to the DC/DC boostconverter 162, the DC/DC buck converter 164, and the capacitor 110. Thestarter/generator controller 170 is also connected to a DC/AC converter172, which is connected to the starter/generator 174. Thestarter/generator 174 is connected to an engine (not shown). In someexamples, one or more electric motors 175 for driving the wheels may beprovided.

The vehicle power bus 102 may also be connected to an electric turbo 184and/or an active suspension system 186, which operate at the voltage ofthe battery 108. Alternately, an electric turbo 180 and/or an activesuspension system 182 may be connected to the starter/generatorcontroller 170 or the AC/DC converter if they operate at higher voltagessuch as 24V, 36V, 48V, etc.

In some examples, a key-on starter 176 may be connected to thestarter/generator controller 170 and may be provided for starting largerdisplacement engines requiring higher starting current. The key-onstarter 176 may be supplied by current from the capacitor 110 andassisted in a limited and controlled manner by current supplied by thebattery 108 as described above. For example, the power management module112 may supply a first amount of power from the battery 108 to thestarter generator 174 and/or the key-on starter 176 during enginecranking and supply a second amount of power from the capacitor 110 tothe starter generator 174 and/or the key-on starter 176 during enginecranking, where the second amount of power is greater than the firstamount of power.

Referring now to FIG. 2, an example of the power management module 112is shown in further detail. The power management module 112 includes abattery monitoring module 192, a capacitor monitoring module 194 and apower control module 196.

The battery monitoring module 192 receives cell voltages, batterycurrent, cell temperatures and/or string voltage as described above inFIG. 1. The battery monitoring module 192 performs cell balancing,calculates state of charge (SOC) and/or state of health (SOH) values forthe battery 108. The capacitor monitoring module 194 also receives cellvoltages, capacitor current, cell temperatures and/or string voltage asdescribed above in FIG. 1. The capacitor monitoring module performs cellbalancing, calculates SOC and/or calculates SOH for the capacitor 110.

The power control module 196 communicates with the battery monitoringmodule 192 and the capacitor monitoring module 194. The power controlmodule 196 may also receive information such as key-on events, vehiclespeed, engine oil temperature, drive mode events, regeneration events,e-boost events or other control information from other vehiclecontrollers via the vehicle data bus 114. The power control module 196may also share SOC and SOH values for the battery 108 and the capacitor110 with other vehicle controllers via the vehicle data bus 114.

The power control module 196 enables and disables the DC/DC converter161. For example, the control module enables and disables the DC/DC buckconverter 164 and the DC/DC boost converter 162 as needed during thevarious drive or operating modes. The power control module 196 alsomonitors operation of the protection circuit 160. The power controlmodule 196 also communicates with the TED driver circuit 146 to controlheating/cooling of zones in the TEDs 140 and 142 associated with thebattery 108 and the capacitor 110.

The power control module 196 further includes a battery protectionmodule 197 that monitors battery SOC while the vehicle is OFF andselectively disconnects vehicle loads from the battery (other thanessential vehicle loads) to further reduce the rate of parasitic currentdrain. In some examples, the battery protection module 197 reconnectsthe previously disconnected vehicle loads when an engine start occurs oris likely to occur within a predetermined period. For example, an enginestart is likely to occur if the key FOB is detected within apredetermined vicinity of the vehicle and/or when doors of the vehicleare opened, etc. In some examples, when the engine is likely to bestarted within a predetermined period, the battery protection module 197reconnects the disconnected vehicle loads and charges the capacitor ifneeded. If the expected engine start does not occur within apredetermined period, the nonessential loads are disconnected.

In addition, the battery protection module 197 monitors the batterystate of charge and notifies the vehicle owner using a vehiclecommunication system 195 (such as a cellular, satellite-based, or WiFicommunication system) that the engine should be restarted soon torecharge the battery to prevent the battery from draining to a pointwhere an engine start is not possible. In some examples, a text ore-mail message may be sent to the vehicle owner. In other examples, analert and/or notification is sent to an application on a smartphoneassociated with the vehicle owner. In some examples, the text, e-mail,alert and/or notification notifies the vehicle owner that the engineshould be restarted as soon as possible. In other examples, the text,e-mail, alert and/or notification indicates the charge state of thebattery and requests permission to remotely start the engine andrecharge the battery for a predetermined period if the vehicle is in asuitable location. For example, the vehicle may be in a suitablelocation to start the engine if the vehicle is outside, in a ventilatedlocation or other suitable location.

The power control module 196 further includes a capacitorcharge/discharge module 198 that selectively discharges the capacitorunder certain operating conditions in anticipation of a capacitorrecharge event. The capacitor charge/discharge module 198 selectivelycharges the capacitor in anticipation of an engine start or restartevent under other operating conditions. For example, when the vehicle istravelling at a high rate of speed and the capacitor has a high SOC, thecapacitor is at least partially discharged since the next likely eventwill likely include a regeneration event. The available energy from theregeneration event is based on the kinetic energy of the vehicle and theratio of friction (or foundation) braking relative to regenerativebraking that is used.

The capacitor is discharged by either recharging the battery ordissipating power in vehicle loads. For example, the vehicle loads mayinclude the TEDs. The power control module 196 further includes adesired SOC calculating module 199 that determines a desired capacitorSOC based on vehicle speed or a function of vehicle speed or one or morevehicle parameters or operating states, as will be described furtherbelow.

Referring now to FIG. 3, an example of a battery and capacitor assembly200 is shown. The battery 108 and the capacitor 110 include cells 212and 216, respectively, that are arranged adjacent one another betweenmounting brackets 217. The cells 212 and 216 may include pouch-typecells. Heatsinks 210 are arranged between the cells 212 and 216 todissipate heat. In some examples, the heatsinks 210 are generally“L”-shaped. The mounting brackets 217 are mounted alongsideoutwardly-facing surfaces of outer ones of the cells 212 and 216 andends of the mounting brackets 217 are mounted to a cooling plateassembly 219. The mounting brackets 217 provide compressive force on thepouch-type capacitive and battery cells located therebetween duringoperation.

The cooling plate assembly 219 includes a heat spreader 208 whichdissipates or spreads out hot or cold spots along surfaces thereof toequalize temperature variation. In some examples, the heat spreader 208may also be split into zones with thermal separation therebetween sothat the battery and the capacitor may be maintained at differenttemperatures. Ends of the heatsinks 210 are in thermal contact with theheat spreader 208. Alternately, thermal interface material 211 may bearranged between the heatsinks 210 and the heat spreader 208. If used,the thermal interface material 211 may include a foam gap pad, thermalgrease, a two-part thermal filler, graphite foil, filled silicone sheetor other suitable material.

In other examples, thermal interface material (not shown) may bearranged between the DC/DC boost and buck converters 162 and 164 and thecooling plate assembly 219. Thermal Interface material (not shown) mayalso be arranged between the DC/AC converter 172 and the cooling plateassembly 219.

The cooling plate assembly 219 also includes embedded TEDs 206 that maybe arranged and connected in one or more heating/cooling zones. The TEDsare generally compressed between the heat spreader 208 and the coolingplate assembly 219. The cooling plate assembly 219 further includes acoolant channel 204 through which cooling fluid flows. In some examples,the DC/DC boost converter 162 and the DC/DC buck converter 164 are inthermal contact (or a heat exchange relationship) with an outer surfaceof the cooling plate assembly 219. Likewise, the DC/AC converter 172 isalso in thermal contact or a heat exchange relationship with the outersurface of the cooling plate assembly 219. Additional packaging detailscan be found in U.S. Application No. 62/302,386, filed on Mar. 2, 2016.

Referring now to FIG. 4, an engine start request command is output to anengine controller requesting an engine start event when the battery SOCis less than a battery SOC start request threshold. The engine startrequest command is used to charge the battery to a minimum SOC to enablekey-off and engine restart. In some examples, the battery SOC startrequest is equal to 30% battery SOC, although other values can be used.An engine run request command is output to the engine controller torequest the engine remain running to charge the battery to the batterySOC run request threshold. The engine run request command is used tocharge the battery to a minimum SOC to support engine off vehicle loads.In some examples, the engine run request threshold is 50% battery SOC,although other values can be used.

A method 300 determines states of the engine run request and enginestart request commands. At 302, the method determines whether thebattery SOC is less than the battery SOC start request. If 302 is true(engine start is justified), the start request to set equal to true andthe engine run request is set equal to true at 304. If 302 is false(engine start is not justified), the engine start request to set equalto false at 306. The method determines whether the battery SOC isgreater than the battery SOC run request at 308. When 308 is true (thebattery is charged), the engine run request is set equal to false at 312and the method returns. When 308 is false (the battery is not charged),the method returns without resetting the engine run request.

Referring now to FIG. 5, a method 350 for determining when to operate agenerator to recharge the capacitor or the battery is shown. At 352, themethod determines whether the engine is running. If 352 is true, themethod determines whether increasing generator load under the vehicleoperating conditions increases system efficiency at 354. If 354 is true,the generator charge request is set equal to true at 356. If either 352or 354 are false, the generator charge request to set equal to false at358. In some examples, the decision to operate the generator is based onengine state (off, cranking, running), engine speed and load. Thegenerator current and load power are selected based on the DC/DCconverter capability, vehicle loads, TED loads and other considerations.

There are situations where both engine run request and engine startrequest (in FIG. 4) are both false and yet the engine is running anyway.In some examples when this situation occurs, the battery is charged upto a predetermined SOC. The predetermined SOC may be a maximumoperational SOC. The method in FIG. 4 builds in some hysteresis suchthat once the battery has requested an engine start to charge thebattery, the engine stays running long enough to charge the battery to apredetermined SOC that will not require another engine start for apredetermined duration. The hysteresis reduces engine start and stopcycling to improve overall operation. This is not the same as toppingoff the battery, which could be done when in the engine is running dueto the needs of the drive cycle and not just based on the battery'srequest.

Referring now to FIG. 6, a method 400 for charging or discharging thecapacitor as a function of vehicle speed is shown. In some examples whenthe capacitor is discharged, the capacitor discharges power into thebattery and/or is discharged by vehicle loads such as the TEDs. In someexamples when the capacitor is charged, the capacitor is charged by thebattery or generator. When the vehicle speed is high, a lower capacitorSOC target is used. When the vehicle speed is low, a higher targetcapacitor SOC is used.

At 404, the capacitor target SOC is determined as a function of vehiclespeed. At 406, the method determines whether the capacitor SOC is withina predetermined range around the capacitor target SOC. In some examples,the predetermined range is +/−5%, +/−2%, +/−1%, etc. of the capacitortarget SOC. In other words, the capacitor SOC is about correct for thecurrent operating conditions. If 406 is true, the boost and buck DC/DCconverters are disabled since no power needs to be transferred.

If 406 is false, the capacitor SOC needs to be adjusted. The methodcontinues with 412 and determines whether the capacitor SOC is greaterthan the capacitor target SOC. If 412 is true (the capacitor SOC isgreater than desired), the boost DC/DC converter is disabled and thebuck DC/DC converter is enabled at 414. This step initiates the transferof power from the capacitor to the battery or other vehicle loads.

If 412 is false (the capacitor SOC is less than desired), the boostDC/DC converter is enabled and the buck DC/DC converter is disabled at416. This step initiates the transfer of power from the battery orgenerator to the capacitor.

Referring now to FIGS. 7A and 7B, examples of a relationship betweencapacitor target SOC and vehicle speed is shown. In the example FIG. 7A,a midsize vehicle using 100% regenerative brakes and no friction orfoundation braking is shown. In some examples, the slopes of the curvesare optimized over time based on real-world vehicle and brakingbehavior. In other words, the target capacitor SOC and the actualcapacitor SOC after the regeneration event are evaluated and adjustmentsare made to the relationship in FIG. 7A or 7B to improve the results.The target SOC is determined based on the regenerative energy availableaccounting for the mass of the vehicle, the speed of the vehicle,aerodynamic drag, etc. In some examples, the target capacitor SOC isclipped to account for a minimum system voltage such as about 40V,although other values may be used.

In the example in FIG. 7A, at vehicle speeds below approximately 18 mph,all of the regenerative power that is generated during regenerativebraking can be absorbed by the capacitor. At speeds higher than 18 mph,regenerative power that can be absorbed by the capacitor duringregenerative braking is reduced since the capacitor does not have thecapability of absorbing all of the power generated by the regenerativebraking system. For example at 50-70 mph, less than 2 kW of maximumsustained regenerative power can be absorbed during the regenerativebraking event. At speeds less than or equal to 18 mph, maximum sustainedregenerative power of 11 kW can be absorbed.

In FIG. 7B, the speed at which all of the regenerative power can beabsorbed by the capacitor during regenerative braking events increaseswhen the foundation brakes are applied in conjunction with theregenerative braking system. In some examples, the foundation brakesprovide 50% of the braking force and the capacitor can absorb all of theregenerative braking power at higher vehicle speeds than in FIG. 7A.

Referring now to FIG. 8A, an example of the protection circuit 160 isshown. The protection circuit 160 is shown to include a disconnectcircuit 440 and an optional diode 448. Portions of the power managementmodule 112 are also shown. The power management module 112 may alsoinclude a disconnect module 444.

The optional diode 448 may be provided to allow current flow in onedirection from the battery to essential vehicle loads 452 but to preventcurrent flow in the opposite direction. In some examples, the essentialvehicle loads 452 include vehicle loads that are associated with thepower management module 112, vehicle access and/or starting. Forexample, all or part of the power management module 112 may be powered.When powering only part of the power management module 112, the batterymonitoring module 192 and the disconnect module 444 are powered. Otherportions of the power management module 112 may also be powered. In theexample in FIG. 8A, the essential vehicle loads are shown to include allor part of a keyless entry system 456 and/or a key FOB detection system458. In some examples, the power management module 112 is also poweredas an essential load.

When the battery protection module 197 of the power management module112 detects the battery SOC is less than a battery SOC threshold (e.g.after the vehicle has been parked for a while), the battery protectionmodule 197 reduces parasitic loads on the battery 108 by disconnectingnonessential vehicle loads to preserve remaining battery life. To thatend, the battery protection module 197 sends a signal to the disconnectmodule 444, which generates a disconnect signal for the disconnectcircuit 440. The disconnect circuit 440 disconnects nonessential vehicleloads 454 and the DC/DC converter system 161. As a result, parasiticcurrent levels are reduced and the battery can last for a longer periodof time and support engine restart (by recharging the capacitor).

When it is likely that the engine may be started, the disconnect module444 reconnects the nonessential vehicle loads 454 and prepares for theengine to start. In some examples, the capacitor SOC is checked and thecapacitor is recharged in anticipation of a vehicle restart. Forexample, the vehicle is likely to be started when the key FOB detectionsystem 458 detects the presence of a key FOB in the vicinity of thevehicle (and/or when a door of the vehicle is opened) and sends a signalto the disconnect module 444.

If the engine of the vehicle is not restarted within a predeterminedperiod after the nonessential loads are reconnected, the batteryprotection module 197 and the disconnect module 444 disconnect thenonessential vehicle loads 454 to preserve the battery charge.

In some examples, the disconnect circuit 440 includes a bi-stable relay.The bi-stable relay only consumes power when changing states, has lowresistance and low heat dissipation requirements. Disadvantages includethe inability to allow unidirectional operation (charge only ordischarge only). In other examples, the disconnect circuit includesP-channel and N-channel MOSFETs. The MOSFETs allow unidirectionalcharge/discharge operation via a body diode. Disadvantages includeconsumption of power when in the closed or operating state, therequirement for heatsink under load and increased printed circuit board(PCB) area.

Referring now to FIG. 8B, the disconnect circuit 440 is shown to includeP-channel and N-channel MOSFETs that are connected in series. Thedisconnect circuit allows unidirectional operation via body diodes ofthe MOSFETs. To prevent charge and allow discharge, the N-channel MOSFETis opened and the P-channel MOSFET is closed. To prevent discharge andallow charge, the P-channel MOSFET is opened and the N-channel MOSFET isclosed. Both the N-channel and P-channel MOSFETs are opened to preventcharge and discharge. Both the N-channel and the P-channel MOSFETs areclosed to allow charge and discharge.

Referring now to FIG. 9, a method 500 for disconnecting loads when thevehicle is parked for longer periods of time (e.g. 4-31 days) based onbattery SOC is shown. At 504, the method determines whether the vehicleis off. When 504 is true, the method continues with 506 and determineswhether the battery SOC is less than or equal to a battery SOCthreshold. When 506 is true, nonessential loads are disconnected fromthe battery at 508. Essential loads continue to be supplied by thebattery.

At 514, the method determines whether an engine start is likely to occursoon. For example, an engine start may occur when a key FOB is within avicinity of the vehicle and/or a vehicle door is opened. When an enginestart is likely to occur as determined at 514, the method starts a timerat 516 and connects the previously disconnected vehicle loads to thebattery at 520. At 524, the method determines whether the capacitor ischarged above a capacitor SOC threshold. If 524 is false, the methodcontinues with 528 and charges the capacitor to the capacitor SOCthreshold.

At 530, the method determines whether the engine has been started. Ifthe engine is started as determined at 530, the method ends. If theengine is started, the generator may be used to recharge the batteryand/or the capacitor.

If 530 is false, the method continues with 536 and determines whetherthe timer is up. In some examples, the timer is set to a predeterminedperiod in a range for 5 to 20 minutes, although other periods can beused. If 536 is false, the method returns to 530. When 536 is true, themethod returns to 504. In other words, if the engine is not started, theloads are disconnected again to continue to preserve battery life.

Referring now to FIG. 10, a method 550 for disconnecting loads when thevehicle is parked for longer periods of time (e.g. 4-31 days) based onbattery SOC is shown. When the battery SOC falls below a battery SOCthreshold, the vehicle uses the vehicle communication systems 195 tosend a text, email, alert and/or notification to a smart phone or othercomputer associated with the vehicle owner. The text, email, alertand/or notification may instruct the vehicle owner that the batteryneeds to be charged and/or a request that the vehicle owner initiate aremote engine restart. The text, email, alert and/or notification mayalso ask the vehicle owner to confirm that the vehicle is outside or ina ventilated area to allow the engine to run safely. Once confirmationis received by the vehicle, the power management module 112 causes theengine to start and uses the generator to recharge the battery to apredetermined battery SOC. In some examples, the predetermined batterySOC is in a range from 25% to 100%.

At 554, the method determines whether the vehicle is off. When 554 istrue, the method continues with 556 and determines whether the batterySOC is less than or equal to a battery SOC threshold. When 556 is true,nonessential loads are disconnected from the battery at 558. Essentialloads continue to be supplied by power from the battery.

At 560, the method determines whether the SOC of the battery is lessthan a critical battery SOC threshold. For example, the critical batterySOC may be 15%, 10%, 5% or another value. If 560 is true, the methodcontinues with 561 and sends a message to the vehicle owner to requeststart or remote start as described above.

Control continues from 560 (if false) or 561 with 562. At 562, themethod determines whether an engine start will likely occur soon. Forexample, an engine start may occur when a key FOB is within a vicinityof the vehicle and/or a vehicle door is opened. When an engine start islikely to occur as determined at 562, the method starts a timer at 564and connects the previously disconnected vehicle loads to the battery at566. At 570, the method determines whether the capacitor is chargedabove a capacitor starting SOC threshold. If 570 is false, the methodcontinues with 574 and charges the capacitor to the capacitor startingSOC threshold.

At 578, the method determines whether the engine has been started. Ifthe engine is started as determined at 578, the method ends. If theengine is started, the generator may be used to recharge the battery andthe capacitor.

If 578 is false, the method continues with 580 and determines whetherthe timer is up. In some examples, the timer is set to a predeterminedperiod in a range for 5 to 20 minutes. If 580 false, the method returnsto 554. When 578 is true, the method returns to 508. In other words, ifthe engine is not started, the loads are disconnected to continue topreserve battery life.

Referring now to FIG. 11, there are some situations when the capacitordoes not have a sufficient SOC to start the engine. For example, thecapacitor SOC tends to fall over time due to parasitic loads when thecapacitor is not charged. For example, the capacitor SOC may eventuallyfall below an acceptable capacitor SOC when the vehicle sits idlewithout the engine starting.

A method 600 for charging the capacitor in response to a vehicle startrequest is shown. At 604, the method determines whether a vehicle startrequest has occurred. When 604 is true, the method continues with 608and determines whether the capacitor SOC is less than a capacitor SOCtarget. When 608 is true, an engine start is disabled at 612. At 614,the capacitor is charged to the capacitor SOC target. If 608 is false,the engine start is enabled at 616.

Referring now to FIG. 12, a method 630 for discharging the capacitorinto the battery or TEDs based on vehicle speed is shown. When thevehicle speed is high, there is a high likelihood that a regenerationevent will occur soon. Therefore, the capacitor is discharged in advanceto provide storage in the capacitor for power generated by theregenerative braking event. The power can be used to charge the batteryor to power other vehicle loads such as the TEDs to improve efficiencyand extend battery and capacitor life.

At 634, the method generates a target capacitor SOC based on vehiclespeed and/or a function of vehicle speed. At 638, the method determineswhether the capacitor SOC is greater than the target capacitor SOC. If638 is true, the method enables the buck converter and disables theboost converter at 640 and dissipates excess power in vehicle loads suchas the TEDS or uses power in the capacitor to recharge the battery at644. The method continues from 644 with 638. When the capacitor SOC isless or equal to the target capacitor SOC, the method returns.

Referring now to FIGS. 13 and 14, a method 680 for charging thecapacitor in response to an engine stop during an engine stop/restartevent is shown. In FIG. 13, when an engine stop occurs during an enginestop/restart event, the capacitor may not have a sufficient SOC torestart the engine. In some examples, the capacitor is charged by thebattery after the engine stop while the engine is off.

In other examples in FIG. 14, after an engine stop/start event isenabled, the engine stop is disabled until the capacitor is recharged.In some examples, the engine stop is disabled until the capacitor isrecharged when the battery SOC is less than or equal to a battery SOCstop/start threshold. In some examples, the battery SOC stop/startthreshold is equal to 20%, 30%, 40% or another value. The engine stop isenabled and the capacitor is charged while the engine is off if thebattery SOC is greater than or equal to the battery SOC stop/startthreshold.

At 684 in FIG. 13, the method determines whether an engine stop event ofan engine stop/restart event has been initiated. If 684 is true, themethod determines the capacitor SOC restart threshold at 686. At 688,the method determines whether the capacitor SOC is less than thecapacitor SOC restart threshold. If 688 is true, the method enables theboost converter and disables the buck converter at 690. At 692, thecapacitor is charged by the battery to prepare for a subsequent restartevent of the engine stop/restart event. The method continues from 692with 688. When 688 is false, the method returns.

In FIG. 14, a method 700 further includes determining whether or not thebattery SOC is less than the battery stop/start SOC threshold at 706. If706 is true, the engine stop is disabled, the generator is activated andthe battery and capacitor are charged by enabling the buck DC/DCconverter while the engine is running and the method continues with 684.If 706 is false, the engine stop is enabled at 712 and the methodcontinues with 686.

The foregoing description is merely illustrative in nature and is in noway intended to limit the disclosure, its application, or uses. Thebroad teachings of the disclosure can be implemented in a variety offorms. Therefore, while this disclosure includes particular examples,the true scope of the disclosure should not be so limited since othermodifications will become apparent upon a study of the drawings, thespecification, and the following claims. It should be understood thatone or more steps within a method may be executed in different order (orconcurrently) without altering the principles of the present disclosure.Further, although each of the embodiments is described above as havingcertain features, any one or more of those features described withrespect to any embodiment of the disclosure can be implemented in and/orcombined with features of any of the other embodiments, even if thatcombination is not explicitly described. In other words, the describedembodiments are not mutually exclusive, and permutations of one or moreembodiments with one another remain within the scope of this disclosure.

Spatial and functional relationships between elements (for example,between modules, circuit elements, semiconductor layers, etc.) aredescribed using various terms, including “connected,” “engaged,”“coupled,” “adjacent,” “next to,” “on top of,” “above,” “below,” and“disposed.” Unless explicitly described as being “direct,” when arelationship between first and second elements is described in the abovedisclosure, that relationship can be a direct relationship where noother intervening elements are present between the first and secondelements, but can also be an indirect relationship where one or moreintervening elements are present (either spatially or functionally)between the first and second elements. As used herein, the phrase atleast one of A, B, and C should be construed to mean a logical (A OR BOR C), using a non-exclusive logical OR, and should not be construed tomean “at least one of A, at least one of B, and at least one of C.”

In this application, including the definitions below, the term “module”or the term “controller” may be replaced with the term “circuit.” Theterm “module” may refer to, be part of, or include: an ApplicationSpecific Integrated Circuit (ASIC); a digital, analog, or mixedanalog/digital discrete circuit; a digital, analog, or mixedanalog/digital integrated circuit; a combinational logic circuit; afield programmable gate array (FPGA); a processor circuit (shared,dedicated, or group) that executes code; a memory circuit (shared,dedicated, or group) that stores code executed by the processor circuit;other suitable hardware components that provide the describedfunctionality; or a combination of some or all of the above, such as ina system-on-chip.

The module may include one or more interface circuits. In some examples,the interface circuits may include wired or wireless interfaces that areconnected to a local area network (LAN), the Internet, a wide areanetwork (WAN), or combinations thereof. The functionality of any givenmodule of the present disclosure may be distributed among multiplemodules that are connected via interface circuits. For example, multiplemodules may allow load balancing. In a further example, a server (alsoknown as remote, or cloud) module may accomplish some functionality onbehalf of a client module.

The term code, as used above, may include software, firmware, and/ormicrocode, and may refer to programs, routines, functions, classes, datastructures, and/or objects. The term shared processor circuitencompasses a single processor circuit that executes some or all codefrom multiple modules. The term group processor circuit encompasses aprocessor circuit that, in combination with additional processorcircuits, executes some or all code from one or more modules. Referencesto multiple processor circuits encompass multiple processor circuits ondiscrete dies, multiple processor circuits on a single die, multiplecores of a single processor circuit, multiple threads of a singleprocessor circuit, or a combination of the above. The term shared memorycircuit encompasses a single memory circuit that stores some or all codefrom multiple modules. The term group memory circuit encompasses amemory circuit that, in combination with additional memories, storessome or all code from one or more modules.

The term memory circuit is a subset of the term computer-readablemedium. The term computer-readable medium, as used herein, does notencompass transitory electrical or electromagnetic signals propagatingthrough a medium (such as on a carrier wave); the term computer-readablemedium may therefore be considered tangible and non-transitory.Non-limiting examples of a non-transitory, tangible computer-readablemedium are nonvolatile memory circuits (such as a flash memory circuit,an erasable programmable read-only memory circuit, or a mask read-onlymemory circuit), volatile memory circuits (such as a static randomaccess memory circuit or a dynamic random access memory circuit),magnetic storage media (such as an analog or digital magnetic tape or ahard disk drive), and optical storage media (such as a CD, a DVD, or aBlu-ray Disc).

The apparatuses and methods described in this application may bepartially or fully implemented by a special purpose computer created byconfiguring a general purpose computer to execute one or more particularfunctions embodied in computer programs. The functional blocks,flowchart components, and other elements described above serve assoftware specifications, which can be translated into the computerprograms by the routine work of a skilled technician or programmer.

The computer programs include processor-executable instructions that arestored on at least one non-transitory, tangible computer-readablemedium. The computer programs may also include or rely on stored data.The computer programs may encompass a basic input/output system (BIOS)that interacts with hardware of the special purpose computer, devicedrivers that interact with particular devices of the special purposecomputer, one or more operating systems, user applications, backgroundservices, background applications, etc.

The computer programs may include: (i) descriptive text to be parsed,such as HTML (hypertext markup language) or XML (extensible markuplanguage), (ii) assembly code, (iii) object code generated from sourcecode by a compiler, (iv) source code for execution by an interpreter,(v) source code for compilation and execution by a just-in-timecompiler, etc. As examples only, source code may be written using syntaxfrom languages including C, C++, C#, Objective C, Haskell, Go, SQL, R,Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5,Ada, ASP (active server pages), PHP, Scala, Eiffel, Smalltalk, Erlang,Ruby, Flash®, Visual Basic®, Lua, and Python®.

None of the elements recited in the claims are intended to be ameans-plus-function element within the meaning of 35 U.S.C. § 112(f)unless an element is expressly recited using the phrase “means for,” orin the case of a method claim using the phrases “operation for” or “stepfor.”

What is claimed is:
 1. A system for discharging or charging a capacitorof a hybrid vehicle, the system comprising: a target state of charge(SOC) module configured to determine a target state of charge of thecapacitor based on a speed of the vehicle; and a capacitorcharge/discharge module configured to: determine whether a state ofcharge of the capacitor is greater than the target state of charge; anddissipate power from the capacitor to at least one of a battery of thevehicle and an electrical load of the vehicle when the state of chargeof the capacitor is greater than the target state of charge.
 2. Thesystem of claim 1 further comprising a power management moduleconfigured to: supply a first amount of power from the battery to atleast one of a starter of the vehicle and a generator of the vehicleduring cranking of an engine of the vehicle; and supply a second amountof power from the capacitor to the at least one of the starter and thegenerator during cranking of the engine, wherein the second amount ofpower is greater than the first amount of power.
 3. The system of claim2 wherein the target SOC module is configured to selectively determinethe target state of charge based on an inverse relationship between thevehicle speed and the target state of charge.
 4. The system of claim 3wherein: when the vehicle speed is less than or equal to a predeterminedspeed, the target SOC module is configured to determine the target stateof charge based on the inverse relationship between the vehicle speedand the target state of charge; and when the vehicle speed is greaterthan the predetermined speed, the target SOC module is configured to setthe target state of charge to a predetermined value.
 5. The system ofclaim 1 wherein the electrical load includes a thermal electric device.6. The system of claim 1 wherein the target SOC module is configured todetermine the target state of charge further based on a ratio of anamount of friction braking used in the vehicle relative to an amount ofregenerative braking used in the vehicle.
 7. The system of claim 1further comprising a DC/DC boost converter and a DC/DC buck converterthat are connected between the battery, the capacitor, and at least oneof a starter of the vehicle and a generator of the vehicle, wherein thecapacitor charge/discharge module disables the DC/DC boost converter andenables the DC/DC buck converter to discharge the capacitor.
 8. Thesystem of claim 1 wherein the capacitor charge/discharge module isconfigured to: determine whether the state of charge of the capacitor iswithin a predetermined range of the target state of charge; anddissipate power from the capacitor to at least one of the battery andthe electrical load when the state of charge of the capacitor is greaterthan the target state of charge and outside of the predetermined range.9. The system of claim 8 wherein the capacitor charge/discharge moduleis configured to charge the capacitor using power from at least one ofthe battery of the vehicle and a generator of the vehicle when the stateof charge of the capacitor is less than the target state of charge andoutside of the predetermined range.
 10. The system of claim 9 furthercomprising a DC/DC boost converter and a DC/DC buck converter that areconnected between the battery, the capacitor, and at least one of astarter of the vehicle and the generator of the vehicle, wherein thecapacitor charge/discharge module enables the DC/DC boost converter anddisables the DC/DC buck converter to charge the capacitor.
 11. A methodfor discharging or charging a capacitor of a hybrid vehicle, the methodcomprising: determining a target state of charge of the capacitor basedon a speed of the vehicle; determining whether a state of charge of thecapacitor is greater than the target state of charge; and dissipatingpower from the capacitor to at least one of a battery of the vehicle andan electrical load of the vehicle when the state of charge of thecapacitor is greater than the target state of charge.
 12. The method ofclaim 11 further comprising: supplying a first amount of power from thebattery to at least one of a starter of the vehicle and a generator ofthe vehicle during cranking of an engine of the vehicle; and supplying asecond amount of power from the capacitor to the at least one of thestarter and the generator during cranking of the engine, wherein thesecond amount of power is greater than the first amount of power. 13.The method of claim 11 further comprising selectively determining thetarget state of charge based on an inverse relationship between thevehicle speed and the target state of charge.
 14. The method of claim 13further comprising: when the vehicle speed is less than or equal to apredetermined speed, determining the target state of charge based on theinverse relationship between the vehicle speed and the target state ofcharge; and when the vehicle speed is greater than the predeterminedspeed, setting the target state of charge to a predetermined value. 15.The method of claim 11 wherein the electrical load includes a thermalelectric device.
 16. The method of claim 11 further comprisingdetermining the target state of charge further based on a ratio of anamount of friction braking used in the vehicle relative to an amount ofregenerative braking used in the vehicle.
 17. The method of claim 11further comprising: determining whether the state of charge of thecapacitor is within a predetermined range of the target state of charge;and dissipating power from the capacitor to at least one of the batteryand the electrical load when the state of charge of the capacitor isgreater than the target state of charge and outside of the predeterminedrange.
 18. The method of claim 17 further comprising charging thecapacitor using power from at least one of the battery of the vehicleand a generator of the vehicle when the state of charge of the capacitoris less than the target state of charge and outside of the predeterminedrange.